Safety-switch



(No Model.) 2 Sheets-Shet 1.

J. E. MUSTARD. SAFETY SWITCH. v

No. 508,232. Patented Nov. 7, 1893.

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- 2 Sheets-Sheet 2.. J. E. MUSTARD.

SAFETYSWITGH.

Patented Nov. 7, 1893. r

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UNITED STATES PATENT @nrtcn.

JAMES E. MUSTARD, OF GLENRALL, ASSIGNOR OF TWO-THIRDS TO GEORGE A. HARRISON, OF LAFAYETTE, AND THOMAS INDIANA.

M. ANDREW, OF WEST POINT,

SAFETY-SWITCH.

SPECIFICATION forming part of Letters Patent No. 508,232, dated November '7, 1893.

Application filed July l0, 1893.

To all whom it may concern: I Be it known that I, JAMES E. MUSTARD, a citizen of the United States, residing at Glen Hall, in the county of Tippecanoe and State 5 of Indiana, have invented certain new and useful Improvements in Safety-Switches, of which the following is a specification.

The object of my said invention is to pro- ,vide a means whereby, in case a railroad switch is left in the Wrong position, itmay be automatically set right bythe locomotive 1n passing, at the same time providing the en'- gineer with means, in case itis desired to take the side track, so that he can do so. An apparatus embodying said invention out in the claims.

Referring to the accompanying drawings, which are made a part hereof, and on which similar letters of reference indicate similar parts, Figure 1 is a side elevation of a railway track, switch and locomotive provided with my invention; Fig. 2 a top or plan view of the track and switch; Fig. 3 a detail plan of the switch and immediately adjacent parts on an enlarged scale; Fig. 4 a transverse sectional view thereoflas seen from the dotted line 4 4 in Fig. 3; Fig. 5 an under side plan view of the same; Fig. 6 a longitudinal vertical sectional View through the switch rod, when straight; Fig. 7 an under side plan of the cow catcher of the locomotive, with the mechanism peculiar to my invention attached thereto, and Fig. 8 a top or plan view of the same.

In said drawings the portions marked A represent the rails of the main railway track; B the rails of the side track; the switch rod; D the operating shaft of the switch; E a lever adapted to be operated from the locomo tive, and F the shaft of the mechanism on the locomotive whereby said lever may be operated.

The rails A A and B B are of an ordinary and well known form. The rails A and B will be first fully described, and then pointed terminate in thepoints a, which are the movable points of the switch.

The switch rod O is connected to the points a and to the operating shaft D, as is usual.

As shown most plainly in Figs. 3, 4., 5 and 6,

however, it is composed of three parts jointed jointed switch rod.

Serial no. 480,033. No model.)

together by the pivots c c. Secured to the middie part of this rod bya pivot c is a clasp O by which, under ordinary circumstances,the rod is kept straight and stiff like anordinary non- This clasp (3 however, is adapted, on occasion, to be forced out of engagement and permitthe joints to move on their pivots, and the parts to assume the positions shown in full lines in the drawings Figs. 3, 4 and 5. Commonly, however, it is held into engagement by a spring S. The central portion is composed of two members, and between them is a sheave V, around which a chain from the lever E runs.

The operating shaft D of .the switch-stand is of the ordinary and well known form, and is provided with a lever D by which it may be operated, and the switch-stand has the usual top D by which it may be operated, and the switch stand has the usual top T over which the lever moves, and two appropriate points whereon it can be fastened. Upon the top of the shaft D there is preferably an ordinary signal D The lever E is mounted on a rock shaft therefor, and is positioned at an appropriate point alongside the track, and extends up a short distance above the track, where the striker on the locomotive may come in contact therewith. To its lower arm is connected a rod or rope or chain E which runs over the sheave V to the end of a lever L pivoted to the switch bar 0 by a pivot l ata central point, and the other end whereof is pivoted at w to a cross-tie Xor some other convenient structure. Secured also to the lower end of the lever E and operating against the pull of the rope or chain E is a spring E whereby the rope or chain is kept tight, and the lever held down, after it has been forced over by the locomotive.

The shaft Fon the locomotive is preferably located on the cowcatcher, and extends up through the same. On its lower end is secured a cross bar F connected by links f to sliding bars F which are adapted to project out at the sides of said cowcatcher, or be withdrawn so as not to project at pleasure. They may be held outwardly by springs F secured to the under side of the cowcatcher, and bear ing against projecting pins f in the sliding ing the switch.

bars F Upon the upper end of the shaft F is an arm F, by which, through suitable links, levers and rods, said shaft may be operated by the engineer from the cab, or otherwise, as may be desired.

The operation is as follows: Suppose the switch to be turned, as shown most plainly in Fig. 2, and locked, and an approaching train desires to continue on the main track, instead of taking the siding, the sliding bars F are permitted to project and strike the lever E, which forces the clasp C out of engagement, and throws the parts of the switch bar into the position shown in Figs. 3, 4 and 5, at the same time drawing on the chain or rope E, thus pulling the lever L, and shift- The spring S yields under the pressure to permit the clasp C to be thrown off as described. If it is desired to take the siding instead of the main track, the engineer, through his rods, links and levers, turns the shaft F, withdrawing the sliding bars F which thus escape the lever E, and the switch is not disturbed.

Having thus fully described my said invention, what I claim as new, and desire to secure by Letters Patent, is-

l. The combination, in a railway switch, with the switch points, of a switch-bar composed of three parts jointed together, a spring clasp whereby said parts are normally held straight, a lever located alongside the track and connected to said switch-bar, and astrike or contact device on the moving train adapted to come in contact with said lever, whereby the jointed switch-bar is forced from its straight position and the switch is operated, substantially as set forth.

2. The combination, in a railway switch, of the switch points, the switch-bar G composed of three parts jointed together, a clasp 0 a spring S whereby said clasp is held into engagement, a lever E adapted to be operated from the moving train, a rope or chain E running thence to a lever L attached to the switch-bar and around a sheave V mounted in one of the parts of the switch-bar, and said sheave, said several parts being arranged and operating, substantially as set forth.

3. lhe combination, in a switch, of the switch points a, the switch-bar 0 connected thereto and composed of three parts pivoted together, the switch-stand shaft D, a lever L pivoted to one of the cross ties and to the switch-bar, a sheave V mounted in one of the parts of the switch-bar, a rope or chain E running from said lever around sail sheave to a lever alongside the track, said lever, and means for operating the same from the moving train, substantially as set forth.

In witness whereof I have hereunto set: my hand and seal at Glen Hall, Indiana, this 6th day of July, A. D. 1893.

JAMES E. MUSTARD. 

